Quadruple valve.



No. 707,477. 7 Patented Aug. l9, I902.

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. QUADRUPLE VALVE.

(Application filed Oct. 9, I901.) (No Model.) 1 I 2 Shaets-Sheei g 114w Whiting,

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No. 707,477. Patented Aug. I9, I902. P WHITING.

flUADBUPLE VALVE.

7 (Application filed Oct. 9, 1901.) (No Model.) 2 Shaets-Shee\ 2.

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' der pressure.

rrn Srarns ATENT OFFICE.

PAUL WVHITING, OF EAST LAS VEGAS, TERRITORY OF NEW MEXICO.

QUADRUPLE VALVE.

SPECIFICATION forming part of Letters Patent N 0. 707,477, dated August 19, 1902.

Application filed October 9, 1901. Serial No. 78,146. (No model.)

To rtZZ whom it may concern:

Be it known that 1, PAUL WVHITING, a citizen of the United States, residing at East Las Vegas, in the county of San Miguel and Territory of New Mexico, have invented new and useful Improvements in Quadruple Valves, of which the following is a specification.

My invention relatesto valves for air-brake systems; and the object of my invention is to construct a valve, termed by me a quadruple valve, which will perform all the functions of the well-known triple and have additional advantages in the way of operation not possessed by that valve.

My valve is especially designed to be used as part of a system which forms the subjectmatter of a separate application for patent and is supplied with both straight air and auxiliary air train-lines.

Among the advantages of my valve deserving special notice are: It enables the brakes to be set as lightly as desired or eased off gradually. It also permits the air from rebounding and coming out of the brake-cylinder after it has once gone in and is a perfeet equalizer of auxiliary and brake-cylin- The novel construction by which this is accomplished is fully described in this specification and claimed, and illustrated in the accompanying drawings, forming a part thereof, in which- Figure 1 is a vertical longitudinal section of my quadruple valve D and a portion of the auxiliary reservoir E. Fig. l" is a detail of the triangular port. Fig. 2 is a detail of one of the slide-valves. Fig. 3 is a detail of one of the flap-valves. Fig. 4.- is a detail of the strainer.

Like characters of reference designate like parts in the different views of the drawings. It should be noted that the numbering starts from 66. This is done to make it conform with the system case before referred to.

The letter D designates my quadruple valve, which valve has a casing 66, formed in three sections bolted together and divided into three compartments 67, 6S, and 69 by two transverse partitions or cross-heads 7O 71. Mounted to slide in central apertures 72 in the partitions 70 71 is a piston-rod 73, hearing two pistons 74E and 75, keyed thereon. The piston 7 a is located in compartment 67,

while the piston 75 is located in compartment 69. These pistons are each supplied with packing-rings. The piston 74 bears two arms 76 and 77, and the piston 75 bears one arm 7 8, formed integral therewith. The arm 76 is integral with the piston 74, but the arm 77 is rigidly mounted in an aperture therein and snugly fits a sleeve 79, mounted in the partition 70. Each of the arms 76, 77, and 78 carries a slide -valve, which valves are designated by the numerals 80, 81, and 82, respectively. The Valve 80 is located in compartment 67 and is designed to close the mouth of a passage 83, traversing the casing 66 and communicating with a pipe 84, connecting the valve D and the brake-cylinder. (Not shown.) The port 80, closed by the valve 80, is triangular for a purpose which will appear. The pipe 84 is also connected by a passage 84 to the compartment 68. The valve 81 is located in compartment 68 and is designed to close the mouth of an exhaustpassage 85, communicating with a pipe 86, connected to a straight air-line (not shown) in case two lines are used; otherwise it opens to the air. The valve 82 is located in the compartment 69 and is designed to close the mouth of two passages, the first a passage 87, which communicates with the compartment 68 and the second a smaller passage 89, which establishes direct communication between the compartment 69 and auxiliary reservoir E. The auxiliary reservoir E and the chamber 67 are connected directly by a. tortuous passage 88, traversing the easing 66 ofthe valve. The valves 80, 81, and 82 are very similar in construction and comprise a slide 90, (see details,) beveled off on the sides at and a stem 91, formed integral with a yoke 92, having dovetailed feet 92, fitting transverse dovetail grooves in the slide 90. In case of the valve 81 its slide 90is apertured at 90, and a gate or flap valve 93 is mounted to close the opening and to swing inwardly. Each of the slides 90 fits grooved seats 94:,integral with the casing 66. Springs 95, surrounding the stems 91, bear on the arms 76, 77, and 78, in which the stems 91 are mounted to slide, and thereby serve to hold the slides 90 in their seats 94.

Mounted in the top of the casing 66 in line with the piston-rod 73 is a stem 95. This stem fits an aperture 96 in thecross-bar 96 and an aperture 97 in a nut 97, fitted in a threaded aperture 98 in the casing 66. 'A collar 99 limits the movement of the stem, and a spring 100 surrounds it and bears against the collar 99 and the nut 97. This stem 95 is similar to the spring buffer-stem used in the triple and is for an analogous purpose.

As before mentioned, the passage 87 communicates with the compartment 68. end of the passage 87 is not open, butis closed by a flap or gate valve 101, set to be normally held closed by gravity and having an overhanging lug 101 adjacent thereto (see Fig. 3) to limit its backward swing. The valve 101 comes into use to prevent the return of air from the brake-cylinder when an emergency application is made. The passage 83 does not open directly to valve 80, but has an enlarged mouth 85", within which is located a flap-valve 102, which opens outwardly and also serves to prevent the rebound of airfrom the brake-cylinder when an emergency application is made. A cap 103 gives access to the valve 102.

Connection with an automaticair trainline (not shown) is made by means of a pipe 104, which is connected to the compartment 69 of the valve D. This pipe is supplied with a strainer 104. (Shown in detail in Fig. 4 of the drawings.) A plug 105 is fitted in the bottom of the casing 66; but this plug may be replaced by a petcock for draining the valve of accumulated moisture.

The operation of my valve will now be sketched and the path of the air for different operations traced. As shown in Fig. l, the brakes are released and the pressure in the train-line, which is connected to compartment 69 by pipe 104, is equal to the pressure in the auxiliary reservoir E, since they are in direct communication by way of passage 89. Air is free to flow from auxiliary reservoir E through passage 88 into compartment 67, so pressure is equal in compartments 67 and 69. When it is desired tojset the brakes, a red uc tion of pressure is made in the train-line connected to compartment 69 by pipe 104. This will make a reduction of the pressure in compartment 69 and cause the pressure in the chamber 67, which is backed up by the pressure in the auxiliary reservoir E, to raise the piston 74 and operate the valves 80, 81, and 82. The valve 82 will immediately cover the passage 89 and prevent the flow of the air in reservoir E into 69, and the valve 81 will close the exhaust 85. The port 80*, which is normally closed by the valve 80, will now be gradually opened, the small apex (see detail) being uncovered first. This will permit the air to fiow gradually from the auxiliary reservoir E through the passage 88 into the compartment 67, through port 80, passage 83, and into the brake-cylinder, setting brakes. As soon as the pressure in the auxiliary reservoir E and chamber 67 is reduced to that The of the train-line and chamber 69 the piston 74 will drop and close port 80. It should be noted that when port 80 is entirely closed by the valve 80 the exhaust -port is still closed by the valve 81, which retains the pressure in the brake-cylinder. This action renders the valve D aperfect equalizer. The gradual reduction of the air in the train-line, as set forth above, constitutes the first application. The gradual application of the brakes which results from having the triangular port 80 is very important, as it prevents the pulling out of the draw-heads by allowing time for taking up of the slack in the train. To set the brakes with greater force,the same action is again repeated. When a release is desired, what I term the "T second application is employed and the pressure is turned into the train-line. This pressure ,will be communicated to the chamber 69 by pipe 104 and will force the piston 75 down, operating valves 80, 81, and 82, and opens exhaust-port and chamber 68 to the atmosphere, releasing brakecylinder pressure, which flows out through pipe 84 into chamber 68 to atmosphere.

Normally the brakes are applied as above, and the stem 95 will serve as a bumper to limit the travel of the piston-rod 93; but when an emergency application is required what I term the third application is used and a large reduction of pressure is made. in the train-line and chamber 69large enough to enablethe force of contact of the piston-rod 73 with the stem 95 to overcome the tension of the spring 100 andv permit the valve 82 to uncover the passage 87. This action will cause air to flow more directly from the chamber 69 to the brake-cylinder by way of passage 87, raising flap 101, chamber 68, and pipe 84. The rapid rush of air into the brake cylinder will cause more air to cuter than would remain if free to return, but this return is prevented by flap-valves 101 and 102.

In case the straight air-line is employed in connection with the valve D, as in my system, a fourth application of air is possible. This is accomplished by turning air into the straight air-line, which will flow through pipe 86, raise flap 93, and enter the chamber 68,

from whence it passes into the brake-cylim.

ders via pipe 84. This may be termed the second emergency application.

I do not wish to be limited as to details of construction, as these may be changed in many particulars without departing from the spirit of my invention.

Having thus described my invention, what I claim as new, and for which I wish to secure Letters Patent, is

1. In a valve of the class described, the com bination,of a casing divided transverselyinto upper, middle and lower compartments, pistons located in said upper and lower com partments, a piston-rod connecting said pistons, an air-passage connected to each of said compartments, and a valve located in each of IIO said compartments and connected to be simultaneously operated by said pistons to regulate the flow of air through said passages, substantially as described.

2. The combination with an auxiliary reservoir, of a valve-casing divided by transverse partitionsinto upper, middle, and lower compartments, a piston mounted in each of said upper and lower compartments, a pistonrod slidingly mounted in said partitions and connecting said pistons, an air-passage connecting said upper compartment and said reservoir, a valve mounted in said upper compartment and connected to operate in unison with said piston-rod, said valves being located to regulate the flow through said passage, a pipe connected to said upper cornpartment, a passage connecting said reservoir and said lower compartment, a passage connected to said lower compartment, and a valve mounted in said lower compartment, said valve being connected to operate in unison with said piston-rod, to regulate the flow of air through said last-mentioned passage, substantially as described.

3. In a valve ot'the class described,the combination of a casing divided transversely into upper, middle and lower compartments, pistons located in said upper and lower compartmerits, apiston-rod mounted to slide and connectiug said pistons, a pipe connected to said middle compartment and communicating with a passage communicating with said lower compartment, said passage having a triangular port, a slide-valve mounted to operate in unison with said piston-rod to open and close said triangular port, a passage connecting said upper and lower compartments, and a valve mounted in said upper compartment and designed to close said passage, substantially as described.

4. In a valve of the class described, the combination of a casing divided transversely into upper, middle and lower compartments, a piston located in each ofsaid upper and lower compartments, a piston-rod mounted to slide and connecting said pistons, an auxiliary reservoir, a passage connecting said auxiliary reservoir and said upper compartment, a passage connecting said upper and middle compartments, a slide-valve mounted in said upper compartment and arranged to operate in unison with said piston-rod to open and close said passages, a pipe adapted to be connected to a brake-cylinder, and communicating with said middle compartment, and a spring-actuated stem mounted in line with said pistonrod at the upper end thereof, said stem being constructed to normally serve as a bumper to limit the movement of said rod, but to be displaced by the contact of the piston-rod when an abnormal reduction of pressure is made in the said upper compartment, substantially as described.

5. In a device of the class described, the combination with a valve-seat, having a port and a longitudinal groove therein, a slide mounted in said groove and having transverse dovetailed slots in the back thereof, a transversely-apertured arm, a stem slidingly mounted in said arm and provided with dovetailed feet mounted i u said dovetailed grooves, and a spring mounted on said stem and designed to hold said slide in its seat, substantially as described.

6. The combination with an auxiliary res ervoir, of a valve-casing having an upper, a middle and a lower compartment, said upper compartment being connected by a first passage to said reservoir and by a second passage to said middle compartment, said middle compartment being constructed to communicate with the open air and to be connected to the main train-line, said lower compartment being connected by a passage to said reservoir and by a second passage to said middle compartment, pistons mounted in said upper and lower compartments, and connected to operate in unison, and valves mounted in said compartments and connected to be operated in unison with said piston to regulate the flow of air through said passages, substantially as described.

7 In a valve of the class described, the combination of a casing having an upper and a lower compartment, said upper compartment being constructed to be connected to a main train-line and to an auxiliary reservoir, said lower compartment being constructed to be connected to said auxiliary reservoir and to a brake-cylinder, pistons of equal area mounted in said upper and lower compartments, said pistons being connected to move in unison, and a valve mounted in each of said compartments, said valves being located to regulate the fiow of air to said auxiliary reservoir and to said brake-cylinder, and connected to be actuated in unison with said pistons, substantially as described.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

PAUL WI-IITING.

Witnesses:

M. H. WHITING, A. J. WHITING. 

